Safety car-coupling.



PATENTED JAN. 6, 1903.

s. D. BARNETT. SAFETY GAR COUPLING.

APPLIOATION FILED APR. 14, 1902 4 SHEETS-SHEET 1.

N0 MODEL.

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@Vibmeoqeo PATENTED JAN. 6, 1903.

S. I). BARNETT. SAFETY GAR COUPLING.

N0 MODEL.

APPLICATION FILED APR. 14, 1902.

, n a M fiw M m 7 A w I PATENTED JAN. 6, 1903 S. D.. BARNETT. SAFETY GARCOUPLING.

APPLICATION FILED APR. 14, 1902.

4 SHEETS-SHEET 3- H0 MODEL.

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s. D. BARNETT.

SAFETY GAR COUPLING.

APPLIOATION FILED A-PR. 14, 1902.

N0 MODEL.

WITNESSES lllvrrno -3.

PATENT prion.

STEPHEN D. BARNETT, OF NEWARK, NEW JERSEY, ASSIGNOR TO BARNETT EQUIPMENTCOMPANY OF AMERICA, OF NEWARK, NEYV JERSEY, A COR- PORATION OF NEWJERSEY.

SAFETY QCAR-COUPLING.

SPECIFICATION forming part of Letters Patent No. 717,52 5, dated January6, 1903.

Application filed April 14. 1902. Serial No. 102,692. (No model-) chainsfor connecting the cars in addition to the regular coupling devices,these chains being employed only as a precautionary measure to preventdisconnection of the cars or parts of a train in the event of thebreakage or accidental uncoupling of the regular or working couplerdevices, and therefore being of such length as to normally hang in aslack or inactive condition between the connected cars. In coupling twocars together the construction of the regular couplers carried therebyis such that the coupling will be effected automatically when the carsare brought together; but in order to effect the further coupling of thecars by the chains it is necessary that the trainman go between the carsfor such purpose, the chains being usually carried by one car and beingadapted to be detachably placed in connection with a hook or eye carriedon the opposite car. This manualoperation of coupling the chains,however, is objectionable both on account of the delay and troublecaused in effecting the same and also on account of the danger incurredby the trainmen in going between the cars. To avoid the objectionablefeatures referred to incident to the use of the usual safetychains andprovide a substitute device that will be simple in construction andautomatic in operation has been the object of my invention. I

To this end my invention consists in the combination, with the main orworking couplers, of auxiliary coupler devices so constructed andarranged as to automatically assume a coupled position simultaneouslywith the coupling of the main couplers when the cars are broughttogether and having provision for a longitudinal or endwise movementrelative to each other considerably in excess of that between the maincouplers, whereby they will normally be held by the latter inactive orin a position of longitudinal non-engagement, so as to allow for thechange in position of the adjacent ends of the cars when passing oncurves and also to insure such auxiliary couplers remaining inactiveexcept at such-times as they are required for use-that is, when the maincouplers break or become otherwise accidentally uncoupled.

The invention also comprises means for uncoupling the auxiliary couplerdevices simultaneously with the releasing or uncoupling of the maincouplers, a desirable means for effecting such operation comprisingmechanical connections between the auxiliary couplers and the usualuncoupling-lever for the main coupler, whereby a single operation ofsuch lever will effect the uncoupling of both the main and auxiliarycouplers.

The features of the invention referred to 7c and also others nothereinbefore referred to are illustrated in the accompanying drawingsand will be hereinafter more particularly described.

In the drawings, Figure 1 is an end elevation of a portion of a carprovided with ainain coupler of ordinary construction and with anauxiliary coupler embodying one form of my invention. Fig. 2 is a planview of the ends of two cars,'showing the auxiliary couplers in couplingposition. Fig. 3 is an enlarged detail view of one of the auxiliarycoupler devices detached from its position on the car and a portion of asecond couplerin coupling position relative thereto, such second couplerbeing partly in section. Fig. Me an end View of the construction shownin Fig. 3 looking toward the right, with the broken portion of theengaging couplerin section through a line where it extends through anopening in the complete coupler. Fig. 5 is an end elevation of a portionof a car, illustrating a different form or embodiment of my invention.Fig. 6 is a side view of a portion of the ends of two cars provided withthe form of coupler construction shown in Fig. 5, the cars being partlyin section. Fig. 7 is an end elevation of a portion of a car providedwith another or third form of coupler construction embodying myinvention. Fig. 8 is a plan view of the ends of two cars provided withthe particular form of coupler construction illustrated in Fig. 7 andshowing the main and auxiliary couplers in operative or couplingposition. Figs. 9, 10, and 11 are detail views illustrating dififerentpositions assumed by the auxiliary coupler devices shown in Figs. 7 and8 during the operation of coupling and uncoupling. Fig. 12 is aperspective view of a portion of the end of a car, illustrating stillanother form of my invention. Fig. 13 is an enlarged detail view of twosafety or auxiliary couplers of the kind shown in Fig. 12 in operativeor coupled position, the drawheads being in vertical longitudinalsection.

- Fig. 14 is a top view of the couplers shown in Fig. 13 with thedraw-head of one in horizontal section.

To explain in detail and referring more particularly to Figs. 1 to 4,inclusive, 2 indicates a portion of the end of an ordinary car,

which, as herein shown, is provided with a spring buffer-plate 3, acoupler 4 of the vertical-plane type, and an uncoupling-lever 5, thelatter having an operative connection with the pin or lock-releasingdevice 6 of the coupler through the medium of a chain 7. These parts areof usual and well-known construction and operation. The auxiliary orsafety couplers as shown in this case comprise two coupler members 8 8for attachment to separate cars,each consisting of a bar 9, which issupported to slide in brackets 10 10 on the under side of the sill orother framework of the car and provided at or adjacent to its oppositeends with two forwardly-projecting arms ll 11, one of which is providedwith a hook 12 and the other with a slot or opening 13, the two membersbeing so arranged that the slot in one will receive the hook of theother. These coupler members are adapted to be movably held in a normalposition, so as to automatically efiect coupling engagement with eachother when the cars are brought together and thereafter maintain suchengagement until released or disengaged, the means employed in thisinstance for securing such operation consisting of two springs 14 14,which are supported on the bar 9 of each member with one end bearingagainst the stationary brackets 10 and their opposite ends bearingagainst collars or flanges 15 15 on the bar 9. These springs yieldinglyhold the coupler members in a position so that the tapering or roundedsurface 16 of the hook on one member will engage with the end of theslotted arm of the other member when the cars are brought together andcause a lateral movement of the two members against the pressure of thesprings 14 14, so as to permit the hook to move or slip past the end ofthe slotted arm and into a position opposite to the slot therein, intowhich it is entered by the return of the coupler members to their normalposition under the action of the springs.

In order that the auxiliary or safety couplers may remain inactive or ina position of longitudinalnon-engagement during the time the main orworking couplers maintain their normal coupled position, as shown inFig.8, the slots 13 in the coupler members are made sufficientlyelongated, as most clearly shown in Figs. 3 and 4, so as to permit of anendwise play or movement of the hooks therein considerably in excess ofthe play provided between the main couplers. Such excess endwise playbetween the auxiliary couplers over the main couplers is also necessaryin order to allow for the change in position of the adjacent ends of thecars when passing on curves.

The auxiliary couplers may be uncoupled in any suitable manner or by anysuitable means, the same being preferably connected with theuncoupling-lever 5 for the main couplers through the medium of a chainor other flexible connection 16, as such connection insures theuncoupling or disengagement of both the main and auxiliary couplerssimultaneously and at one operation. For instance, a movement of thelever 5 in the proper direction will operate the lock-releasing device 6of the main coupler so as to effect the release and permit opening ofthe coupler-knuckle and at the same time will also cause a lateralmovement of the connected auxiliary coupler member away from engagementwith its cooperating coupler member. After being uncoupled the auxiliarycoupler members will be returned under the action of the springs 14 totheir normal position for coupling engagement simply by releasing theuncoupling-lever.

Referring to Figs. 5 and 6, I have shown another form of the invention.In this instance the slotted and hook arms comprising each auxiliarycoupler member, as before described, are formed in separate parts, thehook-arm 17 being carried by a r0ck bar 18, mounted in brackets 19 19 onthe under side of the car at one side of the main coupler 4, and theslotted arm 20 being carried by a short rock-bar 21, mounted in abracket 22 on the under side of the car at the opposite side of the maincoupler, both of said arms being movably supported in a normal raised orforwardly-projecting position by bracketarms 23, against which theyrest, as shown. The coupler-arms as thus supported have a vertical orup-and-down movement at their free ends, so that when the cars arebrought together for coupling the end of the hook-arm will engage withthe end of the opposite slotted arm and be raised upward thereby untilit reaches a position over the slot, into which latter it will thendrop, and thus automatically effect coupling engagement of the two arms.In order to provide for any variation in height of the two cars to becoupled, I have formed the end of the hook-arm with an extension 24 onthat side above its book 25, so as to form an increased length ofengaging surface for contact with the slotted arm when the cars cometogether, such increased length insuring the proper engagement of theparts even though a considerable variation does exist between the heightof the two cars. As a means for effecting the uncoupling of theauxiliary coupler members in this form of the invention the rock-bar 18,which carries the hook-arm, is provided with a crank-arm 18" at itsouter end, and the uncoupling-lever is provided with an arm or extension5' at its lower end for engagement with said crankarm, as clearly shownin Fig. 5, so that when the uncoupling-lever is operated to effect therelease of the main couplers it will at the same time cause a rockingmovement of the rock-bar and raise its book end from couplingengagementwith the cooperating coupler members.

Referring to Figs? to 11, inclusive, in which I have illustrated afurther embodiment of my invention, the slotted and hook coupler members(indicated at 30 and 31, respectively,) are in the form of bell-cranklevers, which are pivotally supported at, or adjacent to their point ofangle in connection with supporting-brackets 32 32 on the under side ofthe car. These levers are operatively connected by an intermediate lever33, which is centrally pivoted at 34 in connection with the car and isarranged with its opposite ends extending loosely through slots 35 inthe inner or vertical arms 36 of said bell-crank levers. 'lwo springs 3737, which are connected at one end with stationary brackets or supports38 38 at the under side of the car and at their opposite or inner endswith an arm 39 of the lever 33, operate to yieldingly hold the latter ina normal position, with the connected coupler members in position forcoupling engagement, as shown in Fig. 8. In the operation of thecouplers as thus constructed and arranged when the cars are broughttogether the tapering end 40 of the hook members will engage with theopposing end of the slotted members and ride upward thereover,asindicated in Fig. 9, and then move downward into coupling position inthe slot therein, as shown in Fig. 10, the springs 37 37 operating toyield while the ends of the coupler members are moving past each otherand subsequently operating to again return the same into couplingposition when the end of the hook members reach a position over the slotof the other member. In order toeffect the release or disengagement ofthese auxiliary coupler members simultaneously with that of the maincouplers, the arm 39 of the lever 33 is connected with the chain '7through the medium of a chain or other flexible connection 41, wherebymovement of the lever 5 to effect the disengagement of the main couplerswill also operate to swing the lever 33 on its pivot, and thereby rockthe connecting bell-crank couplermembers so as to raise the hook-arm andlower the slotted arm, as indicated in Fig. 11, and effect disconnectionof the same.

Referring now to Figs. 12 to 14, inclusive, [have shown the auxiliarycoupler so constructed and arranged as to be capable of location andoperation at a point beneath the main coupler instead of at the sidethereof, as in the other views. In this instance the auxiliary couplercomprises a draw-bar 50, which is shown as being supported adjacent toits head 51 in a bracket 52, extending below the under side of the maincoupler. The particular means employed for supporting this coupler isimmaterial, however, as the same would vary more or less according tothe character and construction of the different cars to whichthecouplers might be applied. Within the said draw-head 51 of the draw-baris located a transversely-arranged rock-bar 53,which isjournaled atitsends 54 54 in the opposite sides of the draw-head, as most clearly shownin Fig. 14, and provided with an arm 55, projecting outwardly bcyondthedrawhead, the end of which is formed with a book 56. At a point behindthe said rock-bar 53 the draw-head 51 is also provided with a raisedtransversely-arranged rib or projection 57. The coupling of twoauxiliary couplers constructed and arranged as thus described iseffected as follows: ,When two cars are brought together, the front endof the hook-arm 55 on each coupler will enter the draw-head of theopposite coupler and coming into contact with the front tapering'side ofthe rib 57 therein will ride upward thereover and then drop by gravityinto locking position behind the same. When the coupling of theseauxiliary couplers is thus efiected, they are held by the actiontof themain couplers with the hook 56 of the arms 55 in a normal position awayfrom engagement with the ribs 57, as shown in Fig. 13, the distancebetween said rib and the rear of the coupling-head being sufficient topermit of the necessaryfree endwise play or movement of the hooks,whereby the auxiliary couplers will be normally inactive for the reasonshereinbefore set forth. In order to effect the uncoupling of theauxiliary couplers simultaneously with that of the main couplers, as inthe constructions previously described herein, a chain or other flexibleconnection 58 is connected at one end with the lever 5 and passingthrough an eyepiece 59 on the upperfront side of the coupler-head 51connects at its opposite endwith the hook-arm 55, as shown. Movement ofthe lever in a direction to release the knuckle of the main coupler willcause the hook-arm to be raised above and out of locking positionrelative to the rib 57, as indicated by dotted lines in Fig. 13.

In order that the operation of one uncoupling-lever may effect theraising of both hookarms from looking position relative to thecooperating'ribs of the opposite couplers, I

provide the rock-bar 53 in each draw-head with a cam surface orprojection 60, which extends in a substantially horizontal positionbeneath the hook-arm of the opposite coupler during coupling position ofthe same, as shown in Figs. 13 and 14. When one of the hook-arms israised, however, by the uncoupling-lever 5, such operation causes thesaid cam to engage with the under side of the hook-arm extendingthereover and raise the same to an uncoupled position, as indicated bydotted lines in Fig. 13.

As a means to prevent the main couplers from dropping upon the track inthe event of breakage or other accident to the same I have provided thedraw-head of each of the auxiliary couplers with two outwardly andupwardly projecting arms 61 (51, which would serve, in combination withthe upper surface of the coupler-head, to form a cradle to receive andhold the main coupler in the event of breakage or other accident to thesame, as referred to.

Having thus set forth myinvention, whatI claim, and desire to secure byLetters Patent, 1s-

1. The combination, with a pair of main or working car-couplers, of apair of automatically-coupling auxiliary or safety couplers, the latterbeing normally inactive during working or coupling engagement of themain couplers.

2. The combination, with a pair of main or working car-couplers, of apair of automatically-coupling auxiliary or safety couplers, the

latter having a greater amount of endwise movement or play relative toeach other than that between the main couplers.

3. The combination, with a pair of main or working car-couplers, of apair of automatically-coupling auxiliary or safety couplers, the latterbeing normally held by the main couplers inactive or in a position ofnon-working engagement.

4. The combination, with a pair of main or working car-couplers, of apair of automatically-coupling auxiliary or safety couplers, and

means for effecting the uncoupling of the main couplers and auxiliary orsafety couplers in unison.

5. The combination, with a pair of main or working car-couplers, of apair of auxiliary or safety couplers, and means, including anoperating-lever, for eflfecting the uncoupling of the main couplers andthe auxiliary or safety couplers in unison.

6. The combination, with a pair of main or working car-con plers, of apair of safety-couplers, means for effecting the automatic coupling ofthe safety-couplers, and means, including an operating-lever, foreffecting the uncoupling of the main couplers and the auxiliary orsafety couplers in unison.

7. The combination, with a pair of main or working car-couplers, of apair of auxiliary or safety couplers, the latter being normally inactiveduring working or coupling engagement of the main couplers, and means,including an operating-lever, for effecting the uncoupling of the saidauxiliary or safety couplers.

8. The combination, with a pair of main or working car-couplers, of apair of auxiliary or safety cou plers,the latter comprising a hookmember and a slotted member, one of which is movable and arranged toeffect automatic coupling with the other when the cars are broughttogether.

9. The combination, with a pair of main or working car-couplers, of apair of auxiliary orsafety couplers,the latter comprising ahook memberand a slotted member, one of which is movable and arranged to effectautomatic coupling with the other when the cars are brought together,and means for uncoupling said members.

10. The combination, with a pair of main or working car-couplers, of apair of automatically-coupling auxiliary or safety couplers, the lattercomprising a hook member and a slotted member.

11. The combination, with a pair of main or working car-couplers, of apair of automatically-coupling auxiliary or safety couplers arranged ateach side of the main couplers, the same being normally inactive duringthe working or coupling engagement of the main couplers.

12. The combination, with a pair of main or working car-couplers, of apair of automatically-coupling auxiliary or safety couplers arranged ateach side of the main couplers, the same being normally inactive duringthe working or coupling engagement of the main couplers, and means foreffecting the uncoupling ol' the main couplers and both pair of theauxiliary couplers at one operation. I

In testimony whereof I have signed my name to this specification, in thepresence of two subscribing witnesses, this &th day of February, 1902.

STEPHEN D. BARNETT.

Witnesses:

CHAS. F. DANE, M. L. FORREST.

